Hydraulic mechanism for railway devices.



L. HEALD. HYDRAULIC MECHANISM FOR RAILWAY DEVICES.

APPLICATION FILED APR. 20. 1914.

Patented Sept. 4, 1917.

5 SHEETS -SHEET I.

L. HEALD. v HYDRAULIC MECHANISM FOR RAILWAY DEVICES.

A APPLICATION F|LED APR. 20, I914- QUVO M", w m L 4. W I m fi I QAK L. HEALD. 'HyDRAFJLm MECHANISM FOR RAILWAY DEVICES.

APPLICATION FILED APR. 20. 19M- Patented Sept. 4, 1917.

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5 SHEETS-SHEET Paiented Sept. 4:, 1191?.

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HYDRAULIC MECHANISM FOR RAILWAY DEVICES.

L. HEALD. I HYD'RAUHC MECHANISM FOR RAILWAY DEVICES- APPLlCATlON FILED APR. 20, 19M. LQfiQB Patented Sept. 4,1917.

5 SHEETS-SHEET 5- LEONARD HEALID, 0 F MONTREAL QUEBEC, CANADA.

HYDRAULIC MECHANISM FOR RAIfLWAY DEVICES.

Application filed April 20, 1914.

To all whom it may concern:

Be it known that 1,, LEONARD HEALD, of the city of Montreal, Province of Quebec, Canada, have invented certain new and useful Improvements in Hydraulic Mechanisms for Railway Devices; and I do hereby declare that the following is a full, clear, and oxact'description of same. a

This invention relates particularly to a hydraulically operated mechanism which is acted upon by a train, vehicle or the like run upon tracks or can be adapted to be operated by hand or the dislocation of tracks to automatically operate brakes, signals or other railroad devices.

One of the objects of my invention is to provide means whereby trains traveling at a high speed can be brought to rest within a comparatively short distance and to obviate the long slide of the train which is caused by trains running at high speed along smooth rails and which cannot be overcome by brakes ailixed to the train itself.

Another object is to provide means for positively reducing the speed of trains at desired points along the route.

Another object is to provide an automatically operated mechanism for applying brakes, setting signals or operating switches and gates.

Another object is to provide a brake at the side of a railroad track and automatic means for first setting the brake and subsequently applying same.

A further object is to provide a brake setting device which is adapted to be engaged by a train to automatically set the brake and means for maintaining the latter in such po sition for a predetermined period, independently of the action of the train.

Still further objects are to provide, first devices for setting the brake in the event of any disorder in the hydraulic mechanism or tracks; second, means for intermittently reducing the operating pressure in an automatic manner whereby vehicles can be brought to rest within a predetermined dis tance; third, an arrangement whereby the brake operating mechanism may be made unresponsive to the action of a train upon the setting device; and fourth, means where- Specification of Letters Patent.

Patented Sept. et, il l't.

Serial No. 833,185.

by the setting device can be operated by and.

The objects and advantages of this invention will be hereinafter more fully described and pointed out in the claims.

For full comprehension however of my invention reference should be had to the accompanying drawings forming a part of this specification, in which similar reference characters indicate the same parts and wherein Figure 1 is a view, partly in side elevation and partly in vertical section of the brake setting device;

Fig. 2 is a detail plan of the setting device;

Fig. 3 is an enlarged section on line 3-3 Fig. 2 illustrating the normal position of the setting device;

Fig. 4: is a view similar to Fig. 3 and showing the operative position of the setting devlce;

Fig. 5 is a view partly in side elevation and partly in vertical section of the brake operating mechanism.

Fig. 6 is a horizontal section of one of the casingsand taken on line 66 Fig. 5.

Fig. 7 is a plan view of the brake mechanism as applied to one of the rails.

Fig. 8 is a vertical section on line 8-8 Fig. 5.

Fig. 9 is an enlarged detail section on line 9-9 Fig. 8.

Fig. 10- is a view illustrating a series of brakes and Fig. 11 is a detail of the hand setting device.

Fig. 12 is a plan of the track disorganizing device.

Fig. 13 is a detail of the device for the non-operating of the setting device.

Fig. 14: is a detail of the device for operating the setting device on the failure or removal of a part or parts of the setting dc v1ce.

Fig. 15 is a detail of the valve to govern the setting device of the following brake when the brakes are set in series.

Fig.16 is a detail of the device to be attached to a part or parts of the mechanism to insure a setting of the device on the breakage of any aforesaid part or parts.

1byiatrainto set said members in an operative position, and the subsequent engagement of a tram wlth the contact members automatically applying same.

My preferred constructlon is shown by the accompanying drawings wherein 2 indicates a pistoncasing suitably located beneath one of the rails 23 and containing a piston rod 4 which extends up through the top ofithe casing to the rail 3. A partitionb divides the casing 2 into a top compressed air chamber and a bottom fiuid chamber, the pistonrod carrying a head. 6 in the fluid-chamber and a second head 7 in the air chamber. The piston 1 in the easing 2 is adapted to be forced down by the action of a train on some depressible means connected vto the piston and which may be as shown in the drawings wherein the rail 3 is divided into two separate rail portions 8 and 9 respectively which have the base flanges removed and arepivoted at 10 adjacent to the main portions of the rail. The rail portions 8 and 9 extend inwardly toward each other to a point above the rod 1 the top of which is slotted as at 11 to receive such free ends. The pivoted rail portions are inclined so that their free inner ends are normally elerated above the horizontal line of the rail as seen in Fig. 1 and when a train passes thereover, are depressed and. force the piston down, the free ends of the rail portions practically abutting in their depressed position. The depressible portions are braced and guided by the brackets 12 carrying pins 13 passed through curved slots 14 in the rail portions.

The downward movement of the piston head 6 forces the fluid from the casing 2 through a pipe 14L into another hydraulic piston casing 15 which is operatively connected to the brake proper and is adapted to set the same in operative position, as will be presently described. I

The brake is adapted to be applied along the full length of the train and for this reason the brake proper and its operating mechanism are installed in series of any desired number, but for the sake of clea'rness and to avoid re ietition I shall now only describe one brake mechanism in detail, the

the rail.

25 formed in the plates.

each side of the rail, the outside member consisting of a plate 16 of suitable length and supported at its ends by extensions 17 and 17 terminating in curved portions 18 loosely resting upon plates 19 at the side of The inside member is of similar construction to the outside memberbut to avoid interference with the members "of the trucks of passingitrains, this inside member :are spaced from each other for their full length a sufficient distance between them being maintained to .permit of the passing of the wheels of a train-between them without interference. Arms .20, 2O :and 21, 21 are provided to uphold and operate the plates, the lower ends of these arms being pivoted to brackets 22 at a point .23 some distance below the rails and to one side of and above the=casing 15. The arms extend upwardly and outwardly, the upper ends having a sliding connection with the plates by means of blocks 24: carried :by the arms and slidably located in longitudinal grooves Ball orother bearings :26 are provided between the blocks 24 and the walls of the grooves.

011c :-or more contact faces 0r rails 27 are formed on the inner sides of thepplates 10 and these conta ct faces are adapted when the brake is set as hereinafter described, to engage with similar faces or rails 28 (see 13 ig.

8:) carried by wheel engaging shoes 29 attached to the lower free ends of the U-shaped brackets 30 suspended from the body or other suitable part 31 of an engine or car.

The brackets are formed of springy material and straddle the wheels 32 of the said engine or car, the arms of the brackets being nor- .mally spread apart and :the shoes 29 held out :of engagement with the wheels bv springs 33 bearing between such arms. u

lhe casing 15 contains a piston 34, the rod 3510f which is formed with teeth to :con-

stitute a rack :and extends up through the .top :of the casing and engages with a gear wheel 36 the normal fluid level in the easmg 1}) being such that the gear wheel 36 engages :durang the maintenance of such level about midway its length of the rack for a purpose to be presently explained. The gear wheel 36 is mounted upon a shaft which also carries drums and 38 the drums and gear wheel being inclosed by a housing 39 upon :the top of the casing 15. The drum 3?? has one 'end of a cable .40 attached thereto, "the other end of the cable being divided into two lengths 40 and 10" whichrare passed in opposite directions over .a pulley :41 between the pivoted ends of the arms 20 and 20 and respectively attached to such arms at points preferably about midway of the lengths of the latter. The other drum 86 is similarly connected to the arms 21, 21 by a cable 42 having one end divided as at 42 4:2

The rail portions 8 and 9 and. easing 1- comprising the setting device are located at some distance beyond the brake proper so that a train after passing through the latter will engage with the rail portions and depress the piston in the casing 2; the fluid forced from the casing 2 will cause the fluid level in casing 15 and With it the piston 34; to rise and by reason of the engagement between the rod 35 and the gear wheel 36, wind the cables 40 and 42 upon their respective drums and thus cause the arms 20, 20" and 21, 21 at the front ends of the plates at tached thereto to move toward each other, the plates 16 rocking on the curved portions 18. The action just described of the arms causes the front portion only of the plates to move inwardlytoward each other and thus set the brakes in operative position, presenting a V-shaped incl-osure on each rail, see dotted lines Fig. 7

The V-shaped inclosure is maintained for a predetermined time and independently of the action of the train upon the setting device by the provision of a valve 4L3 at the opening of the pipe 14E into the casing 15, this valve being provided with a drainage port 44 to gradually drain the excess fluid from the casing 15 back to the casing 2 and permit the piston to drop to its normal level after the train has passed over the rail portions 8 and 9. The raising of the piston at and the positioning of the inner ends of the rail portions are automatically accomplished by the return of the fluid to the casing and particularly by the expansion of the air which was compressed between the head 7 and the partition 5 during the downward movement of the piston.

The setting of the brake is indicated by a signal arm i6 carrying a gear wheel 47 and operated by a rack 4L8 extending down through a pipe 49 to a cylinder 50 where the end of the rack is enlarged as at 51. A branch pipe 52 leads from the pipe is to the cylinder 50 and when there is pressure in the pipe 1 5 such pressure is transmitted to the cylinder 50 and the rack 48' is raised to operate the signal.

I have provided means whereby the brake will be set in the'event of any, dislocation of the rail portions 8 and 9 or if any obstruetion prevents the depression of such members or if any portion of the ordinary track is broken or disarranged.

The above indicated means consist of a presser piece 54, preferably curved on its upper surface, extending between the free ends of the portions 8 and 9 and located in longitudinal extending vertical slots 55 formed in such free ends, said slots presenting stops 56 limiting the downward movement of the presser piece. The slots 55 are enlarged to form. shoulders 5? which are located at the sides of the presser piece and rounded as shown particularly in Figs. 3 and a.

The upper portion of the piston rod ii: is hollowed out as at 57 and has side openings 58 leading from the hollowed out space. A block 59 is located at the bottom of the space 57 and rests upon a spring 60, the upper portion of the block being reduced to form shoulders 61. The spring 60 yieldingly maintains the block in its normal raised position. The underside of the presser piece 54 is formed with a groove 62 at either side thereof, each groove accommodating the upper ends of a pair of arms 63 which are slidably attached thereto by means of pins 63 passed through a longitudinal slot 63 formed in the contact piece. The arms extend downwardly adjacent to and in front of the shoulders 55 into the space 57 and are connected to the block 59 by links 64 and 65 which have a slotted connection 59 with the arms 63 and normally hold same out beyond the shoulders 61. The links 65 are attached to the block 59 at a point above the links 64: and are upwardly inclined and longer than the lat ter. Pawls 66 carried by the rail portions in and near the bottom of the slots 55 normally engage in notches 67 in the arms 63.

In the under surface of each rail portion and adjacent to the slots 55 a depression 68 is formed, inclosing a central boss 69 having a slight depression 70. Arms 71 having their upper rounded ends in the depressions 7 0 extend downwardly from the rail portions on opposite sides of the piston rod and are pivoted in a transverse slot 73 formed through the piston rod. The inner ends of the levers are attached by a line 74, to a weighted valve 75 controlling and normally held to close a duct 76 extending from the bottom of the piston rod at up through the same to an outlet 77 located at a point n1aintained at all times above the top of the casing. Loose arms 7 8 have their inner ends located in the side openings 58 and beneath the lower ends of the arms 68, extending from the openings into slots 7 9 in the inner side of the arms 71. Flat springs 80 fastened to the underside of the rail portions 8 and 9 bear against theouter side of such arms 71.

As the rail portions 8 and 9 are depressed under normal conditions the are described by their free ends causes the shoulders 55 to force the arms 63 inwardly toward each other, the pins 63' sliding in the slots 63*, and any resistance offered by the link connections 64 and 65 to this inward movement of the arms, being overcome by the upward inclination of the links 65. The arms 63 and the presser piece are also moved downwardly by the engagement of the pawls 66 with the notches 67 in the arms. This movement of the arms 63 brings them out of the vertical line with arms 78 and into engagement with the shoulders 61 of the block 59, the yielding support of which latter, enables sufficient downward movement of the arms to completely lower the presser piece within the slots 55 as shown in Fig. 4.

In the event of the rail portions becoming obstructed so as to prevent the depression thereof the presser piece is engaged by the wheel of the passing train or the like and as seen in the dotted lines Fig. 14 depressed. The arms 63 are also depressed but are not engaged by the now stationary shoulders 55 and are thereby permitted to move straight down and engage with the loose arms 78, forcing the latter outward, and thus dislodging the upper ends of the arms 71 from the bosses 69 and into the depressions 68 to permit of a limited movement of the levers 72, which allows the weighted valve to open the duct 76.

The construction of the whole mechanism is based on the principle of balance. The fluid is a fulcrum; eachpiston theoretically counter-balances with another though each piston is not necessarily of equal weight,

because each piston has auxiliaries assisting in the balance, viz;, piston 6 Fig. 1 is assisted by the compression chamber in head of cylinder 2, to balance piston 34, cylinder 15.

The dropping or forcing upward of the piston 34, cylinder 15 does not exert any force whatsoever on the train, nor is it intended to do so. Piston 34, is the communicating link between the setting device and the device to be operated, which may be a gate, signal, switch, roundhouse, brake or other railway mechanism.

The opening of the duct 76 drains the fluid from the casing 15 and causes the pis ton 34 to move down below its normal level and set the brake, it being here pointed out that the engagement of therod 35 at a point about midway of its length with the gear wheel 36'provides for the engagement of the upper portion of the rack with the latter, when the piston falls, and the winding of the cables 40 and 42 upon the drums 37 and 38 in an opposite direction to but securing the same result as the previously described winding of the cables by the raising of the piston 34. The cable 88 is slack to allow of sufficient action for the lowering of gate valve 86 during this action.

v The removal of any of the parts, for instance the presser piece 54 or the arms 63 will cause the springs 80 to force the lever 71 from the bearings 69 into the depressions 68 with the above result. It being noted arms 7 8, are directly below arms 63, and

their associate parts, in reality arms 63 would rest slightly on the curved part of arms 78, pawls 66 would also engage arms 63. Thesprings 80, press against levers 71 and thereby arms 78, and so on to arms 63. Should the presser piece 54 be bodily drawn up the resultant action would be that'the spring 80 will force lever 71 inward and also arms 78 inward, and as any weakening of the associate parts would cause the weighted head 75 leading to orifice 77, to open and allow the piston 34, Fig. 5, to exert pressure on the fluid and to force fluid up and through orifice 77, thereby allowing the piston 34, to fall sufficiently and bring into action drums 36 and gears 37, and winding cables 40 and 42, this will cause the shoes 16, to assume the set position of V or inclined inwardly at the front of the brake.

Again to take the opposite action to the withdrawal of the presser piece 54, which is that for some reason viz., the packing under the lever rail 8-9 of drift sand, snow, or melting snow, and the resultant formation of ice, the rails 89 fail to be depressed. In this case the presser piece 54, will be depressed instead of rails 8-9; it is perfectly obvious that from the construction shown in the drawings that the arms 63, will engage arms 78, and press arms 78 outwardly as shown by the dotted lines, into the recess prepared for same, and the inside angle formed by arms 71 and 72, become larger allowing sufficient play for the weighted valve 7 5, to uncover the passage leading to orifice 77.

The indicated means for track breaking consists of the track being formed with a passage at its base 207. This passage consists of suitable conduit 208 to a casing 206. A floating piston 204 receives a center rod with a head 203 and is attached slidably at 205 to a floating piston 204, this floating piston 204 allowing for the expansion of fluid in casing 206 and the rail passage 207, without action on the center rod 203, and the beam 200 The beam 200 is pivoted at 201, one end of which connects to cable 192 at 200. The other end is sosuspended as to engage and receive the weight of the piston 204 and the rod 205 at 203 and be depressed by same, causing the cable 192 to release spring 191, on the fluid escaping from the passage 207 and the consequent falling of the piston 204 and the rod 203, whose combined weight on the end of lever beam 200 acts on cable 192, and throws the weight upon the catch 191.

I will now describe that which is acted upon by the raising of cable 192. It will be understood from the operation of Fig. 1 139 and Fig. 8 that any downward pressure exerted upon piston 6 Fig. 1, will force the fluid from cylinder 2 along conduit 14, to cylinder 15 also along branch conduit to the back of piston 193, Fig. 5, situated in an annexed chamber 185 placed about midway of cylinder 15. This annexed chamber 185 is normally filled with air. The pressure from cylinder 2 will force piston 193, to compress the air in the annexed chamber 185. On the release of the pressure in the cylinder 2, and the rise of the piston 6, due

to the expansion of the air in the head of cylinder 2, there will be a vacuum between the head of piston 6 and the fluid in the cylinder 2.

In filling this vacuum suction will be caused; this suction plus the pressure from the compressed air in front of the piston 193, will return the piston 193 to normal. It will be seen that a valve 197, is placed toward the front part of the annexed chamber 185, and is so placed that a slide valve 187, will when in action slide so as to cover the opening to the valve 197. When the normal action is taking place i. e. the pressure as above explained this valve 197, is uncovered and the passage formedby the conduit 196 is free to carry air under compression from the annexed chamber 185. The conduit 196, has arranged at its farther end a springer gravity catch 198, normally relaxed. The compressed air forces this spring or gravity catch 198, to engage with a slot constructed in a valve 194 which normally'closes a passage communicating with the annexed chamber 185, and the cylinder 15; the above is detailed on Fig. 11.

Recapitulation: The piston 67 is depressed and the fluid is compressed in the head of the cylinder 2, and the bottom fluid from cylinder 2 is forced to the cylinder 15 and the annexed chamber 185, also the air is forced from the annexed chamber 185 to the catch 198. The resultantof this compression is that the piston 34, of the cylinder 15 is forced upward to engage withthe gear 36 and drums 38, so constructed to receive and utilize the power created by the depression of the piston 6 and the catch 198, is

" piston 76 rises and consequently a vacuum is caused between piston 6 and the surface 'of the fluid. To fill the vacuum suction acts bringing the fluid and the various portions of the mechanism to normal. This completes the ordinary actions.

device automatically as when a dislocation, breakage or weakening of tracks takes place, or by hand. It will be seen that at the'communication of the cylinder 15, and

the annexed chamber 185, there is placed the aforementioned slide valve 187, constructed of a cylinder beveled at one end to fit closely to a seat prepared at the communication of the cylinder 15, and the annexed chamber 185, the slide valve 187, covers a port 189, constructed on an inner partition separating inlet slide valve 187, and outlet valve 194, the constant pressure exerted by the piston 34, would if left free of action force the valve 187, along the cavity wherein it rests, thereby uncovering the port 189, through which the fluid could obtain access to the annexed chamber 185. To prevent this a spring lock 191, is constructed to 0p erate through the outer casing of the annexed chamber 185, and penetrates a slot in the cylinder slide valve 187, normally holding the valve 187, rigid. It can therefore be understood that should through any cause the lock 191, 0., the raising of the cable 192,) be released the slide valve 187, will uncover the port 189. Supposing the spring lock 191, is released and gravity acting on the piston 34, and the gravity pressure communicated to the fluid in the cylinder 15, and so to the slide valve 187, the valve 187, will uncover the port 189, causing the flow of the fluid from the casing 15 into the annexed chamber 185, with the resultant falling of the piston 31 and the setting of the brake, or other railroad device. It will be seen that during this action of filling the chamber 185 with the fluid from cylinder 15, the slidevalve 187 covers the entrance to conduit 199. The air contained in the chamber 185 is forced out through the one way outlet valve 190 which is placed farther along from catch 191 on chamber 185. The valve 190 is connected by a bar to the spring catch 191, the spring catch 191 assisting in operating valve 190 and in holding same normally closed.

To bring the mechanism back to normal after the chamber 185 has been filled with fluid from the chamber 15, it is necessary that the piston 6. cylinder 2, be again depressed, which will force the piston 34: upward and also by the action on the piston 193 of the annexed chamber 195 upon the contained fluid, will force the fluid through the valve 19% back to the casing 15, also closing the slide valve 187. The annexed chamber 185, contains a smaller quantity of fluid than will be expelled from the cylinder 2, therefore it will be cleared before cylinder 2 can expel its quota through conduit H to cylinder 15.

It is a known fact that some fluids, 0. g.,

water, are practically incompressible and It may be desired to operate the setting when subjected to pressure creates what is known as water hammer. In contrast there fore to the air which is normally contained in the annexed chamber 185, there is now a fluid such as water this is subjected to pressure from cylinder 2 more or less sudden,

the resultant'is water-hammer acting upon the slide valve 187, causing it to close and the lock 191 to hold same, also the valve ,5 194 is open, and the fluid or water is forced back to cylinder 15. 011 the'pressure in cylinder 2 being released and the aforementioned suction taking place the piston 193 returns to normal and a needle air valve 195 which is so placed that during part of the sliding of the piston 193 it is covered by piston 193, now opens allowing the annexed chamber 185 to fill with air. It will also be noted that the piston 193, covers valve 190 during the pistons sliding action. The normal is now resumed by the valves and the annexed chamber 185, is again filled with air from valve 195, and resumes the first described action.

It may be desired to prevent the setting of the brake when a train passes the setting device, and for this reason I have provided an auxiliary chamber 81 communicating with the fluid chamber of the casing 2 by a pipe 82, and having a second pipe 83 leading therefrom to such fluid chamber, the pipe 83 being provided with a valve 84 controlling the opening from the pipe into casing 2, and being opened by the pressure in the latter chamber 81. The pipe 82 and pipe 14 are each provided with a gate valve 85' and 86 respectively which are connected by. cables 87 and 88 to spools 89 and 90 supported by brackets 91 besides the rail, the cables 88 being partially wound upon the spool 90. The spools 89 and 90 carry upwardly projecting arms 92 and 93 respectively. The cables 87 and 88 are suitably passed over pulleys 94 and connect by a beam 95 weighted by shot or the like and pivoted between its ends as at 96. In normal position the valve 85 is closed and the valve 86 open.

One of the said spools is located at either end of the rail portions 8 and 9 and may be spaced any distance therefrom and when desired a contact member 97 carried by the train is lowered so that before the train encounters the setting device it will engage with the arm 92 and wind the cable carried over pulley 94 to permit the valve 85 to open. The beam 95 simultaneously cause the valve 86 to close so that when the train forces'the piston in to the casing 2 the fluid in the latter will be forced through the pipe 82 into the auxiliary chamber 81 instead of through pipe 14 to set the brakes. When the train has passed the setting device the contact member 97 engages with the arm 92 and now winds cable 88 to permit the return of the valves to normal position, the initial movement being facilitated by the weighted beam 95.

It will be apparent that the settingdevice .65, may besoarranged as to be engaged; by .a

trainbefore instead of after the train has reached the brake mechanism.

WVhen'thebrakes have been set in V-shape by the passing train as previously described and another train attempts to pass this point before the expiration of the predetermined time, for which the brakes have been set, or maintained in their operative position, the contact faces 28 of the brake shoes 29 enter the V-shaped inclosure and are trapped by the contact faces 27, the shoes '29 being forced against the wheels of the train while the plates 16 are drawn forward on the plates '19 by the movement of the train.

This forward or longitudinalv movement of the plates is utilized to operate the rear end of the brakes and so secure the application of the full length ofthe latter upon the train as will now be described. Chains or thelike 100 are attached to each of the front extensions 17 of the plates 16, and extend therefrom through suitable guides 101, and preferably merge into a single length 100" which pass over pulleys 102 to the top of the piston rod 103, to which they are attached. The piston rod 103 projects from; the top of a hydraulic casing 104 having. a partition 104 therein, near the bottom and forming a compression chamber 105 while an air compression chamber is formed at the top of the casing by placing the normal level of the fluid below the latter and if desired a loose partition 106 may be floated'upon the fluid. The piston rod 103 carries two heads, one of which 107 is located in the fluid chamber and the other 108 in the bottom resistance chamber, such heads being normally at or near the bottom of their respective chambers.

In order to offer a high resistance to the pulling up of the piston 103, I prefer to provide the bottom resistance chamber with vertical webs 109, extending inward fromthe side of the chamber and being tapered or gradually reduced in radial extent from the top. to the bottom as shown at 100, the head-108 being cut away as at 111, to accommodate the webs. -By means of this construction the capacity of the bottom chamber is gradually decreased toward the top and therefore a gradually increased resistance is offered to the piston head as it approaches the top of such chamber. The fluid casing 104 is connected to a casing 112 by a pipe 113 and when the piston 103 is pulled up by the chains 100 pressure is transmitted to this casing 112 to operate the rear end of the plates 16 in a similar manner to. their front ends, by the casing 15. The casing 112 has for this purpose a rack like piston 114, and gear wheel 115, attached 1 in operative manner to drums 116 in a hous ing 117 and adapted to wind cables 118 at tached to arms 119, which are similar to the arms20, 20 and 21 and 214, being pivotedv at=11205upon brackets 121 and .slidablyattached to the plates 16 by blocks 122, and ball bearings as previously described in connection with the arms 20, 20 and 21 and 21.

To apply the brakes in a gradual manner, I provide means for momentarily relaxing the latter and thus permitting the rails 28 of the shoes 29 to advance within the V- shaped inclosure before they are again,

trapped, the train being thus gradually brought to a standstill. T secure the above result by providing the casing 112 with an auxiliary chamber 124 communicating at one side therewith and having a pipe 125 leading therefrom to the pipe 113 at a point below the chamber 124. A valve 126 opening by pressure in the chamber 124 is located in the latter adjacent to the casing, while a gate valve 127 controls the communication between the auxiliary chamber and the casing. The valve 127 is connected by a slidable arm 128 to a piston 129 in an air cylinder 130, which latter has. an air supply pipe 131, leading thereto from the air chamber at the top of the chamber 104. A branch pipe 132 leads from the pipe 131 to the said top air chamber, the openings of these pipes into the air chamber being normally closed by the valves 133 and 134 respectively. The valve 133 in the pipe 13]. opens upon a pre determined pressurein the air chamber while a pressure in the branch pipe opens the valve 134 therein.

When the train is first trapped by the brake and the plates 16 of the latter drawn forward the piston 103 will be pulled up, the main resistance being exerted in the re sistance chamber 105. The upward move ment of the piston head 107 creates a fluid pressure which is transmitted through pipe '113 to the casing 112 and forces the piston 34" up, thereby operating the arms 119 to apply the brakes as before described. Simultaneously with the action just described, the air is compressed at the top of the casing 104 and when the pressure reaches a predetermined point the valve 133 is opened and the brakes released. The pressure in the top of the chamber being immediately reduced the valve 133 closes and the brakes applied as before. The action of the momentary release is as follows: The air pres sure passes from the top chamber through pipe 131 to the cylinder 130 and raises the piston 129, which in turn raises the gate 127 and permits a portion of the fluid in the casing 112 to flow into the auxiliary chamber 124. The fluid level in casing 112 being lowered the piston 34 drops a corresponding distance. of piston revolves the drums backwardly allowing a partial unwinding of the cables L042. thus. releasing the arms 119 sufficiently to relieve the pressure of the plates 1'6 upon the. shoes 28--29. The plates 2829 being now free from the grip on the train In falling the weight the plates 10 lack the pull necessary to cause further action in cylinder 104 consequently piston 103 falls, due to gravity plus air compression in the head of the cylinder 104 weight of water on piston-head 107 and the partial vacuum caused by piston 103 having ascended into the chamber 104, from the resistance chamber'105; these combined forces drawing back the plates 16. The falling of the piston 103 increases the capacity of the cylinder 104, and suction takes place drawingofl the fluid from the chamber 112 and 124 and the cylinder 15, (following brake) also further unwinding cables and 42 by permitting piston 34 to fall a greater distance than was allowed by the fluid passing through valve 127.

The relaxing of the brakes is only momentary because as soon as the air at the top of the casing 104 expands and the pressure consequently drops below the predetermined point the valve 133 closes and the piston 129 and gate valve 127 drop by gravity the air exhausing from cylinder 130 through the branch pipe 132, past the valve 134 into the top of the casing 104. The fluid from the auxiliary chamber drains into the main 113 through pipe 125.

When the shoes 29 again engage with the plates 16 the full pressure is applied once more as described, the relaxation of the brakes taking place intermittently until the speed of the train has been reduced to such an extent that the pull upon the piston is not sufficient to produce the predetermined pressure at the top of the casing 104.

It is desired to positively hold the arms 20 20 and 21 and 21 in operative position and to utilize the forward movement of the plates 16 to help to draw these arms and the plates 10 toward each other. Ac cordingly I have provided shafts 140 each be ing rotatably mounted in brackets 141 upon the inner side of one of the brake operating arms 20 and 20 and 21 and 21 and having a gear wheel 142 mounted at the upper end thereof and a spool 143 at the lower end. The gear wheels 142 each engage with a rack 144 formed upon or attached to, the

underside of each of the plates 16, while i one end of a cable 145, is attached to each of the spools 143 each of the cables extending from the spool upon one arm to the opposite arm on the other side of the track.

The forward movement of the plates 16 causes the spools 143 to wind the cables 145 thereon, and so draw the arms 20, 20 and 21, 21 toward each other, and to prevent straining of such cables I have partially stripped the gear wheels 142 (see Fig. 9). The location of the stripped portions being such that when the cables have been wound upon the spools to a suflicient extent to draw the arms'tightly upon the shoes 29,

the strippedportions of the gear wheel will be presented to the rack and the rotation of the spools stopped. Fingers 150 upon the shafts 140 are adapted to engage with the operating arms at the time the stripped portions of the gear wheel will be presented to the rack and the rotation of the spools stopped. Fingers 150 upon the shafts 140 are adapted to engage with the operating arms at the time the stripped portions of the gear wheels are presented to the rack and prevent any further accidental rotation of the shafts 140.

To act in conjunction with the means for momentarily relaxing the brakes and to permit such action 11 provide means whereby the cables 145 are partially unwound from their spools simultaneously with the partial unwindingiof the cables 40 and 12; the above mentioned means consists preferably of spools 151 carried by the shafts 140, in addition to the spools 151, having cables 152 attached thereto and extending-therefrom to the arm 128; these cables are omitted from the left hand Fig. 8 to avoid confusion. The cables 152 are normally slack and adapted to be woundupon their spools and made taut at the same time as the winding of the cables 1A5. The cables 152 are attached to the arms at 153 and pass under pulleys 15% located at a point below the lowermost position assumedby the point of attachment 153 by the movement of the piston 129, and by this arrangement the upward movement of the latter will exert a pull upon the cables 152, and partially unwind the shafts 1 10. This also unwinds the cables 141-5 a sufiicient amount to permit of the relaxation of the operating arms. The unwinding of the cables 152 and the necessary rotation of the gear wheels 14:2 in an opposite direction are permitted by the partial-backward movement of the plates 16.

It may be desired to release the brakes before the expiration of the period during which they hold the train; for this reason Iprovide a housing at a suitable point near the track and inclosing a spring drum 156 which is operated by a crank 15'? geared thereto as at 157 A'cable 158 is connected to aspring drum at one end and the opposite end is connected to the arms 12S. similarly constructed spring drum 159 operated by a crank 160, is connected to the piston rod 35 by a cable 161, the two drums being distinguished from each other by some suitable mark such as No. 1, for housing 155 and No. 2, for the housing inclosing drum 159. The shaft 162 of the drum 159 extends through one endof the housing and has a pointer 163 thereon while such end of thehousing constitutes a dial. having thereon. numbers 1 and 2 representing the housings.

Whenunder ordinary operative conditions the piston 34s israised' toset the brake the cable 161 is slackene d and the spring drum 159 permitted to rotate and cause the pointer 163 to indicate the raised position of the pis- I ton by pointing to No. 1 on thedial. Under different conditions when the safety device drains the cylinder 15 and allows the piston 34 to drop and so set the brake, the consequent unwinding of the cable 161 from the drum causes the pointer to indicate the lower position of the pistonby pointing to No. 2 on thedial. Nhen No. 1 is indicated upon the dial it. will be known that to release the brake it will be necessary to wind the drum so designated, the result being that the gate 127 will be raised and the level of the piston 34 lowered to the normal point and the brakes released, while the indication of No. 2 upon the dial will call for the winding up of the piston 34C to its normal level andthe release of the brakes. As before mentioned the brake mechanism just described is duplicated'along the track so as to act upon the full length ofthe train (see A, B, C, Fig. 10) .it being preferred to make each of the plates 16 of a length to engage with the wheels ofone car or longer.

When connected in series the'casing 112 of the last brake A is connected to the piston 15 of the precedingbrake B-by a pipe170while the rear extension 1'7 of the-plates 16 in the last brake A are operatively connected as at 171 to the piston rod 103, of the brake B in addition to the connection 100 between the front extension 17 of the brake Band such piston rod, although it will be apparentthat the use of this connection 100 is only essential with the last brake A. The connection between the brakes is the same throughout the series, so that when brake A, connected by the pipe 14:, to the setting device has been set, anda train engages therewith as previously described,- the wholeseries will be operatedfor the reason that when pressure is created in the casing 112 of each brake such pressure will be transmitted through the pipe 170 to the casing 15 of the preceding brake.

As indicated in the preceding paragraph, thebrake is connected in series A, B, and C, etc. There may arise occasions where one or the other may berendered useless owing to the breakage of some essential part. To prevent the whole series from becoming useless, I provide means whereby the one of the series which is useless fallsout of action, and in doing so causes a setting of the following portion ofthe series, thereby providing for contingencies. To obtain this result Iconstruct on the conduit 113, a duct 172, normally closed by a slide valve 180, lying parallel-to the conduit 113. The slide valve 180, operates =within-a pipe communi' eating at both ends with chambers as 17 5 and 1761; To hold the'slide valve- 18(1) inetc.

position over the duct 172 and to supply the force to operate the valve 180 I place on both sides of the valve 180, a fluid, which remains between theslide valve 180 and 'the chambers 175 and 176. In the chambers 176 and 175 is placed a floating piston head 182 and 184. The piston head 182 is of greater weight than the floating piston 184; it is therefore apparent that the slide valve 180 will be forced toward the chamber 176. To prevent this thefloating piston 182 is held suspended by a cable which may be attached to any portion of the mechanismdesired.

In the present case it is attached to the arm of the brake 20, 21 The pressure of the floating head 184 on the fluid will now hold the slide 180 in place over the duct 172. The head 182 is attached as aforementioned to a moving arm 20, of the brake. The head 182 therefore will move upward and downward on the movement of the said arm 20. To prevent the duct 172 being uncovered in this case I make the slide valve 180 of suflicient length to allow for the limited movement. In the event of the duct being uncovered due to the pulling up or the falling of the cable 183, which would take place on the withdrawal of the arm 20 or the breaking of the arm 20, the slide valve 180 wouldbe forced one way or the otheruncovering the duct 17 2, allowing the fluid con tained in conduit 113 to flow into the chamber 177, through the passage comprising the duct 172. To prevent the fluid contained be tween the heads 182 and 184 from escaping during the uncovering of the duct 172 I provide the slide valve 180 with reduced portions 173 and 179, which reduced portions take up a position above the duct 17 2 allowing the fluid from conduit 113 to pass to the chamber 177, and through the discharge port 178 without interfering with the fluid contained behind the heads 181 of the slide valve 180.

It should be noted that this slide valve can be attached to any conduit which communicates with a setting chamber 15, viz. conduit 113' as shown, conduit 14*, or 170,, Theeifect ofthisvalve is seenwhen it is called to mind that the setting of the brake is obtained in the two ways, the forcing up of the piston 34 of the following brake of the cylinder 15, or the falling of the piston 34 cylinder 15.

It is here reiterated that the length of the gear on the rod 114 is such that when the casing 112 is drained this gear will drop out of engagement with the drums. Stops maybe placed where convenient to prevent the piston 34 falling too far within the cylinder 112. The reason for this is to prevent the gears unwinding the drums and then rewinding the cable thereon in an opposite direction andso obtaining the closing of the back part of the brake as ex plained in reference to the front part of the brake. The rear of the brake should only be operated by the cables winding one specific way. i

I will now refer back to the description given of the action for thesetting of the following brake, due to the operation of the chamber 104. It will be seen that the piston 103 is drawn up and the fluid forced along pipe 113 to casing 112; also along conduit 170 to casing 15 of the preceding brake.

It is desirous that regulation be placed upon the casing 15 of the following brake when suction takes place on the falling of piston 103. A valve 212 is placed on the pipe 170 between the casing 112 and the casing 15. This valve is'to allow most of the head in the chamber 124 to pass back to chamber 104 and also prevent the chamber 15 pass ing too much of its fluid back to chamber 124. To accomplish this I provide the valve 212 to operate both by suction and pressure. The fluid from 104 forces a slide valve 217 to uncover a bypass 213 which communicates from port 212 to bypass 213 and so to pipe 170, farther along and pass the partition 214. The slide 217 is held in position by a spring which is such that the slide has freedom to move to compress the spring 218 and also to extend same. Normally the slide 218 lies directly across the mouth of the bypass 213 thereby preventing direct communication between each side of the partition 214; when the pressure from 104 is lowered as when suction takes place, the spring will be elongated and as the fluid will not have passage through 212, I provide a further bypass 215 leading from the mouth of bypass 213 to conduit 17 0. It has already been explained that it is not desirousto obtain too much fluid from cylinder 15 brake B, on the return suction, therefore I make the bore of the bypass to port 215 smaller than the bore of 170 or bypass 213. The small bore in the partition 214 allows of drainage from cylinder 15 on the action of slide valve 180 placed to drain the mechanism 15 brake B, on the breakage of parts which allows piston 34 to fall and first unwind the cables and then rewind same upon the'drums 38.

What I claim is as follows 1. In a device of the character specified, the combination with a device to be operated, of a hydraulic mechanism operatively connected to said device, a setting device spaced from the hydraulic mechanism and adapted to setsaid mechanism in operative position and means for automatically setting such mechanism upon the disorganlzation or removal of a part or parts of the setting device.

2. In a device of the character specified, the combination with a device to be oper ated, of a hydraulic mechanism operatively setting said mechanism upon the disorganizationof a part orparts ofthe track's.

, 4. In a device of the character ,SDecified, the c ombination with adevice to be operated, ,ofa hydraulic mechanism operatively connected to said device, asettingdevice connectedawith the hydraulic ,mechanism and adapted tobe operated by a train and means con-*olled by, the train .for making the hydraulicvmechanism unresponsive to the ac- .tion ofgthe train upon, thesetting device.

, 5. lna devicevof the character specified the combination with a brake at the side ofithe traclrand normally out of the path of the. train, of arhydraulic mechanism op- Bl ZIIiYGI-Y COIIIlGCtGdi to the brake, a setting device spktGQd i'from the hydraulic brake, and, adapted to'set thebrake, such hydraulic. brake including means for further setting,;the .v brake by engagement of the train with the, brake.

.','In a device of. thescharacter specified, the combination of a, hydraulic ,1necl1anism, a vsetting device spaced from the hydraulic mechanismand adapted to be engaged by a, train, .such hydraulic mechanism including means operated by the setting, device for applying the brake and adapted to be operated by the engagement of a trainwith the setting device, and'means foryintermitten'tly ,releasing the, pressure a of I the brakes bya predetermined pressure.

In :adevice of, the .character specified, the combination with a brake at the side of the track, and. normally out of the path of the train, of a hydraulic mechanismfor setting I thebrake, including a {fluid casing having a piston therein operativelyc connected to theibrake, such :fiuid casing being adapted to receive a pressure fluid therein whereby the pistonis operated to set the front portion ofthe brake in .a position to enable the car to; advance-fully ,into the brake before, ..the complete @RCtIOII of the brake.

l8. yIn; 'a device of the, character specified, the combination with a brake atthe side-of the, track anCLCOmprising MPH/ll of, members normally out ofthe-pathofa train and having a movement longitudinally of the track, of brakmsetting means including a fluid casing located at a distance fromthebrake; a piston ,in the-casing and.adapted to be depressed by a,train; a secondfluid casing located adjacent to the brake I and communi cating \yiththe first casing; a .-piston in the second casing and operativelyconnected to the brake; and brake applying means includcasing including a resistancechamber of increasing resistance from bottom to top, and

fluid, chamber in communication ,with the first casing; anda double headed p ston in the second casingand having one;head located in the resistance chamber and the other, head located in thefiuid chamber such double headedpiston being connected to t-he brake and adapted to be moved .by the 1ongitudinal movement of theslatter and means controlled by, the double headed piston for applying the brake.

. 10. Inadevice of thecharacter specified, thecombination with a brakeatthe side of the track and .havingya movement; longitudinally of. theilatter, of a hydraulic mechanism for operating the brake, and including a, casing having a piston therein operativelycon nected to the, brake, such casing being adapt ed to 7 receive ,a pressure fluid; therein to;-r a-ise he pis n nd apply the bra es; a mea for intermittently releasing. the ,pr.e$s,ure; in the casing. and correspondinglyreleasing-the brakes, including an auxiliary chamber communicating with the, casing, ,a valve control ling the communication. between thecasing and auxiliary chamber, an air cylindena ,piston in the cylinder andconnecting to said valve, a second casing having an air compression chamber, conduitjleading from the air compression chamber to the air, cylinder, ,a yalve saidx conduit adapted .to automatically open upon ,a predetermined pressure in o the air compression chamber, a branchi pipel leading, from the conduit @to, the airv coinpression chamber, a ,va'lye. in:,;$aid branch pipe adapted to be opened zupon a predetermined pressure inrthe ,bra'nch pipe and a.,-p i ston in said second, casing, connected to the. brake and adapted to bemovefd by the longitudinal :movement Lof the 1 latter and compress the air, in the compression chamber. a

a .11. In ELxClQVIGI-B ot-the character specified the combination avitha pair ,Qfmembers at the ,side of the track, and adapted to be moved toward :e'achuother vand having ,a movement in the longitudinal line of the of arms, a pair ofd rums' rotatably supported above each casing, a cable wound upon each of the drums and attached to one arm of each pair, a gear wheel rigidly connected to and mounted in axial line with each pair of drums apiston inclosed by each of said casings and including a rack-like rod extending through the top of the casing and engaging with the said gear wheel, an openating casing having a fluid chambercommunicating with one of said fluid casings, a piston in said operating casing, attached to the longitudinally movable brake members and adapted to be moved thereby to create a compression in the fluid chamber and the casing communicating therewith and a setting device spaced from the brake and operatively connected with the other of said casings.

12. In a device of the character specified, the combination with a device to be operated, of a hydraulic mechanism for operating such device and means for setting the hydraulic mechanism including separate, depressible rail portions inclined inwardly and upwardly toward each other, a casing below the rail portions and including an air chamber and a fluid chamber the latter in communication with said hydraulic mechanism, a double headed piston in said casing having one head located in the air chamber and the other head in the fluid chamber, the rod of such piston having the inclined rail portions resting thereon.

13. In a device of the character specified the combination with a device to be operated, of a hydraulic mechanism for operating such device and means for setting the hydraulic mechanism including separate depressible rail portions inclined inwardly and upwardly toward each other, a casing below the rail portions and including an air chamber and a fluid chamber, a piston in said casing, the rod of said piston having the inclined rail portions resting thereon, a conduit leading from the fluid chamber to the hydraulic mechanism, an auxiliary chamber communicating with said fluid chamber, a valve normally closing the communication between the auxiliary chamber and the fluid chamber and adapted to open upon pressure in the former, a pipe leading from the auxiliary chamber to the fluid chamber, a gate valve normally closing said pipe, a normally open gate valve applied to said conduit and means connected to said gate valves and adapted to be engaged by a train to simultaneously open and close said. valves, respectively and for returning same to their normal positions.

1 1. In a device of the character specified,

the combination with a device to be operated and located at the side ofa rail, of a hydraulic mechanism for operating said device and means for setting the hydraulic mechanism including a pair of railportions set in the rail, each being pivoted at one end adjacent to the main portion of the rail and inclined toward each other, a casing below the rail portions and communicating with the hydraulic mechanism, a piston in said casing, the rod of whichhas the inclined portions resting thereon and has a duct lead ing up therethrough from the fluid casing to the exterior of the latter, a weighted valve controlling said duct and means fonnormally holding said valve in closed position and adapted to be acted upon to permit the valve to open.

15. In a device of the character specified the combination with a device to be operated, of a hydraulic mechanism for operating one of such devices, including a fluid casing 112, a. floating piston in the fluid casing operatively connected to said device,

a pipe 113 for supplying the fluid under pressure to said fluid casing, means for operating another of said devices, including a fluid casing 15 communicating with the first fluid casing 112 by a pipe 170, a floating piston 34 in the last mentioned fluid casing and connected to the other of the said devices, which latter is adapted to be operated by both an upward and a downward movement of such piston in its fluid casing 15 and means 212 for regulating the fluid level in the said fluid casing 15 including a draining partition 214 communicating with said fluid supply pipe 170, and a valve 210 to control the passage of the fluid to and from the said fluid casings.

16. In a device of the character specified the combination with a device to be operated, of a hydraulic mechanism for operating the device, a pipe communicating with the mechanism, a plunger normally closing a port in said pipe, a casing at each end of the plunger and being operatively connected with the plunger, pistons floated at each end in the aforesaid casings and adapted to hold the plunger over the port through a limited movement of the plunger, a drainage port, the plunger normally closing the drainage port, and adapted on the movement of the pistons to place said ports in communication to drain the fluid from the mechanism.

17. In a device of the character specified, the combination with a device to be operated, of a hydraulic mechanism for operating the device, and means for setting the hydraulic mechanism including separate depressible rail portions, inclined inwardly and upwardly toward each other, a casing below the rail portions and including an air chamber and a fluid chamber, apiston in said casing, the rod of said piston having said inclined railportions resting thereon, a fluid casingspaced upon the rail portions, a conduit jleading from the fluid chamber to the fluid casing, a valve normally closing the conduit, adrainageport adapted to grad ually release the fluidin the casing, a piston floated in the fluid casing, a rod With rack operatively connected to the piston and adapted to engage with said device.

"18. In a device of the character specified the combination Wit/11ft setting devicelto be operated, a casing, a floating piston having a limited movementin the casing, a;rod with a ,head;sl idably connected to the floating piston, With pivoted means held in connec- Itionivith head, and operatively connected to the setting device, a conduit containing fluid'and connected to the tracks, the said tracks holding suspended Within themselves the aforementioned fluid, whereby the setting device isoperated on releasing oi the fflui'd 'Ffromthe tracks.

19. In a device of the character, specified, the combination with a hydraulic mecha- 5 911 9 v was r est ma e. ta ned my nism, a setting device casing 15, an auxiliary chamber 185 having communication thereoperated lock 198 to hold valve 194 and prevent communication from chamber 185 to casing 15, a conduit connecting the chamber 185 with said lock, and a valve 1 95'to admit air .to the chamber 185,;3Eor the purpose described. April twentieth, nineteen hundred anc fourteen. l V LEONARD HEALD. Witnesses:

GEO. SMART, Jr., JAMES WM, STRIKE.

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